Fluid-pressure brake.



W. V. TURNER.

FLUID PRESSURE BRAKE.

APPLIUATION FILED JUNE 2, 1010.

Patenteu Oct. 27, 191 i THE NORRIS PEYERS (20.. PHOTO-until. WASHINGTON.D. C.

ran) srawnnr onnion.

WALTER V. TURNER, OF EDGEWOOD, PENNSYLVANIA, ASSIGNOR T0 THEWESTING-wHOUSE AIR BRAKE COMPANY, OF PITTSBURGH, PENNSYLVANIA, A CORPORATION OFPENNSYLVANIA.

FLUID-PRESSURE BRAKE.

Specification of Letters Patent.

Application filed June 2, 1910. Serial No. 564,577.

tion.

to maintain said train pipe pressure at a desired degree of pressure. Inone position of the brake valve usually termed the running position,this feed valve device is connected to the train-pipe so as to supplyfluid thereto. In order to insure the release of the brakes after an.application, a full release position is provided in the brake valve, inwhichposition the main reservoir is connected directly to the train pipeso that fluid at the excess pressure of the main reservoir is suppliedto thetrain pipe. This higher pressure insures the movement of all thetriple valves to release position even if the pressure on the auxiliaryreservoir side of the triple valve is high or the train is long, so thatthere is considerable fall in the pressure of fluid fed to the trainpipe, from head to the rear. In some classes of servlce, such astraction service, a simple formot' brake valve is sometimes employed inwhich there is no full release or excess pressure position, so that therelease of the brakes is de pendent upon the ability of the standardpressure carried in the system as supplied by the feed valve to effectthe release of the brakes.

The principal object of my invention is to provide means, where anequipment of the above character ,is employed, for enabling the engineeror motorman to supply excess or full main reservoir pressure to thetrain pipe when desired.

In the accompanying drawing; Figure l is a diagrammatic view of a. carbrake equipment with my improvement applied thereto and Fig. 2 asectional view of a feed valve device embodying my invention. 1 A motorcar brake equipment is shown in Fi 1, comprising the usual train pipe 1,auxi iary Patented Oct. 2'7, 1914;.

reservoir 2, brake cylinder 3, triple valve device 4, and a brake valve5 of the type havmg no excess pressure or full release position.

to a main reservoir 7 and is provided with a feed valve device 8embodying my improvement.

While my improvement is adapted to be applied to various other types offeed valves, in Fig. 2 of the drawin a feed valve device or the slidevalve type is shown, comprising a casing having apistonchamber 9containing a movable abutment 10 and a valve chamber 11 containing aslide valve 12. In the running position of the brake valve, the valvechamber 11 is connected by passage 13 through ports in the brake valve 5to the main reservoir 7, and the valve 12 controls communication fromthe valve chamber 11 to a port 14 which opens into a passage 15 leadingto the train pipe 1. A diaphragm 16 is provided which is subject on oneside to the pressure of an adjustable spring 17 and on the opposite sideto train pipe pressure admitted thereto through passage 15. Thediaphragm 16 isadapted to operate a valve 18 for controllingcommunication from a passage 19, leading from the outer face of theabutment 10, to train pipe passage 15. The movable abutment 10 fitsloosely within the piston chamber 9, so that fluid from the mainreservoir equalizes into the piston chamber at the outer face of theabutment The brake valve 5 isconnected by pipes 6 10. A spring 20 tendsto maintain the abutment at its inner. position when the fluid torunning position, train pipe pressure is admitted to the diaphragm 16and if this pressure is less than the pressure at which the spring 17 isadjusted, the diaphragm operates to open valve 18 and permit air to flowfrom the piston chamber 9 to the train pipe passage 15. Fluid underpressure is thus vented from one side of abutment 10 and the same movesover and opens valve 12 to admit fluid from the main reservoir 7 to thetrain pipe. When the train pipe pressure has increased to a pointslightly in excess of the pressure of the spring17, the diaphragm 16permits the valve 18 to close and the fluid pressure equalizing onopposite sides of the movable abutment 10', the spring 20 moves theabutment 10 to close the valve 12.

According to my invention, in connection With the feed valve device, amanually controlled valve 21is provided which is adapted to control theventing of fluid from the piston chamber 9 toports 22 opening to the atmosphere. I

A bush button 23 is arranged in the cap 24: and is adapted to beoperated to open the valve 21, the valve being normally held seated by aspring 25. A convenient way of arranging the valve 21 and spring 25 isshown in Fig. 2, in which the stop pin 26 is provided with a socket 27in which the valve and spring are carried.

hen it is desired to supply fluid at the full main reservoir pressure tothe train pipe, the push button 23 is pressed in and the valve 21 thusoperated to vent fluid from piston chamber 9. The movable abutment 10then shifts the valve 12 to its full open position, so the fluid issupplied to the train pipe up to the pressure carried in the mainreservoir, if desired.

7 It will now be apparent that by means of my improvement, the operatormay at any time supply fluid to the train pipe' up to the full pressurecarried in the main reservoir and that the device is simple and adaptedto be readily applied to existing feed valve devices by simply changingthe spring cap portion thereof.

Instead of the push button arrangement shown, a cockhaving an open and aclosed position may be employed, said cock being connected to a portleading from the piston chamber 9, so that in open position the chamberis connected to the atmosphere to effect the operation of the abutment10 and the valve 12.

Having now described my invention, what I claim as new and desire tosecure by Letters Patent, is:

1. In a fluid pressure brake, the combination with a train pipe, of afeed valve device operated by a reduction in fluid pressure formaintaining a predetermined degree of pressure in the train pipe, of anauxiliary manually operated device for also reducing the fluid pressureon said feed valve device to supply fluid to the train pipe at a higherdegree of pressure.

2. In a fluid pressure brake, the combination with a train pipe, of afeed valve device having an adjustable regulating mechanism for normallycontrolling the maximum degree of pressure of fluid admitted to thetrain pipe, of an auxiliary manually operated valve for venting fluidfrom said feed valve device to operate the same to supply fluid to thetrain pipe at a higher maximum degree of pressure.

3. In a fluid pressure brake, the combination with a source offluidunder pressure, a train pipe, of a feed valve device adapted to supplyfluid from said source tothetrain pipe at a maximum pressure less thanthe pressure of said source, a brake valve having a positionforconnecting the feed valve device to the train pipe, said feed valvedevice beingprovided with an auxiliary manually operated valve'forventingfluid from said feed valve device to operate the same to supplyfluid to the train pipe at the max-. imum pressure of said source.

L 4:. In a fluid pressure brake, the combination with a source of fluidunder pressure and a train pipe, of a feed valve device having a singleregulating-"portion governed by train pipe pressure for normallysupplying fluid from said source to the train pipe and an auxiliarymanually operated means for also controlling .said feed valve device tosupply fluid to the train pipe.

5. In a fluid pressure brake, the combination with a source of fluidunder pressure and a train pipe, ofabrake valve, a feed valve deviceh'aving means operated by a reduction influid pressure for normallysupplying fluid to the train pipe at a predetermined degree of pressureless than the maximum pressure of said source in the running position ofthe brake valve, and an auxiliary manually operated device for alsoreducing the pressure onsaid means to supply fluid to the train pipe atthe full pressure of said source.

6. In a fluid pressure brake, the combination with a source of fluidunder pressure and a train pipe, of a feed valve mechanism normallycontrolled by the degree of train pipe pressure for maintaining saidtrain pipe pressure at a predetermined degree and an auxiliary manuallyoperated device for also varying the operating pressure on said feedvalve mechanism to thereby effect the operation of said mechanism tosupply fluid to the train pipe at a higher degree of pressure.

7.'In a fluid pressure brake, the combination with a source of fluidunder pressure and a train pipe, of afeed valve device comprising avalve for controlling the supply of fluid from said source of fluidunder pressure to the train pipe, a movable abutment normally subject toopposing fluid pressures for actuating said valve, a diaphragm subjectto the train pipe pressure, a valve operated by said diaphragm forventing fluid from one side of said movable abutment, and a manuallyoperated valve for also venting fluid from said movable abutment.

8. In a fluid pressure brake, the combination With a source of fluidunder pressure and a train pipe, of a feed valve device comprising avalve for controlling the supply of fluid from said source of fluidunder pressure to the train pipe, a movable abutment normally subject toopposing fluid pressures for actuating said valve, a valve adapted tovent fluid from one side of said abutment, a diaphragm subject to theopposing pressures of an adjustable spring and the train pipe pressurefor controlling said vent valve, and a manually operate valve means foralso venting fluid from said movable abutment to operate the same.

9. In a fluid pressure brake, the combina- I tion with a source of fluidimder pressure and a train pipe, of a feed valve device push button forventing fluid from said feed a valve device to operate the same tosupply air to the train pipe.

In testimony whereof I have hereunto set my hand.

WALTER V. TURNER. WVitnesses:

CHAS. A. ROWAN, A. M. CLEMENTS.

Copies of this patent may be obtained for five cents each, by addressingthe Commissioner of latents,

Washington, D. 0.

